Charging control system and charging control method

ABSTRACT

A charging control system that controls charging for a vehicle that runs on electricity, including at least one rechargeable unit; a charging unit that charges the vehicle or the rechargeable unit with electricity; and a charging control unit that controls charging such that when the charging time for the vehicle by the charging unit is a predetermined time or shorter than the predetermined time, the vehicle is charged with electricity from the rechargeable unit.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a Continuation Application of U.S. patentapplication Ser. No. 13/409,004, filed on Feb. 29, 2012, which is basedon Japanese Patent Application No. 2011-190656 filed on Sep. 1, 2011,the entire contents of which are hereby incorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a charging control system and acharging control method that applies to vehicles that run onelectricity, the vehicles including hybrid type vehicles that areequipped with an non-electric power source.

2. Description of the Related Art

In that serious concern is being focused on environmental problems inrecent years, it is thought that renewable power supplies such asphotovoltaic power generator and wind power generators that are beingrapidly implemented will become effective means to achieve low carbonsociety and solve energy resource problems. On the other hand, however,since such renewable power supplies have large output fluctuations,adjustment means need to be provided that offsets their outputfluctuations from the standpoint of supplying quality power. To date,since thermal generators that have high response speeds have beenimplemented as the adjustment means, this results in a dilemma in whichas renewable power supplies are increasingly implemented, more thermalpower generators are needed as adjustment means. Thus, it will become animportant problem to ensure alternative powerful adjustment means.Although it might be effective means to implement large capacityrechargeable batteries such as NaS batteries, they would have a veryhigh implementation barrier from the implementation and operation costperspectives.

V2G (Vehicle-to-Grid) techniques that cause rechargeable batteriesequipped in vehicles, that run on electricity and that are expected tobe rapidly popularized (hereinafter, these vehicles including hybridtype vehicles equipped with a non-electric power source are referred toas EVs (Electric Vehicles)) and chargers connected thereto to be linked,and to be used them as a virtual large capacity rechargeable batterythat would stabilize the power system have been studied. V2G has beenproposed since 1980s and research including estimation of macroscopicstabilization effects of the entire electric power grid have beencontinuously reported up to the present. In recent several years,microscopic control techniques that are used in the manufacturing ofspecific systems, namely those that individually control charging anddischarging of many EVs in real time have been reported.

Examples include, Non-patent Literature 1 (G. K. Venayagamoorthy et.al., “Real-Time Modeling of Distributed Plug-in Vehicles for V2GTransactions,” Energy Conversion Congress and Exposition, 2009. ECCE2009. IEEE, 3937-3941 (2009)) presents a charging and dischargingcontrol method that performs optimum scheduling based on Particle SwarmOptimization (PSO) that sets up EV operation models, electric power gridmodels, time variation models of electric power prices, and so forth andthat was inspired by movement of a shoal of fish.

Patent Literature 1 (JP2000-20977A, Publication) describes aconfiguration of an EV charging scheduling device and also mentionsoptimum charging schedule based on a genetic algorism.

Patent Literature 2 (JP2010-213560A, Publication) describes aconfiguration that stably charges an EV using a stationary rechargeablebattery that serves as an electric power buffer connected in seriesbetween the electric power grid and the EV without necessity to expandthe capacity of the electric power grid side infrastructure.

Although a configuration that is expected not only to charge an EV withelectricity but also to discharge it from the EV to the electric powergrid side is also referred to as V2G, a configuration that is expectedonly to charge the EV with electricity might be referred to as G2V so asto distinguish itself from V2G. G2V would reduce the load imposed on theinternal rechargeable battery provided in each EV because of a decreasein charging and discharging cycles.

However, to date, few practical systems that comprehensive evaluate thereduction of load and risk (imperfect charging upon departure andaccelerated deterioration of rechargeable battery of EV) imposed on EVs'owners, the quality of grid stabilization service, real time response,decrease of load imposed on computational processes for optimumscheduling, and so forth have been reported. Thus, this situation hasbottlenecked the implementation of multiple EVs linked to a chargingcontrol system.

Next, realistic problems with respect to charging schedule for EVs willbe described.

As a first problem, if connection times at which EVs are connected tochargers (electric power grid) at daytime at temporary parking lotslargely fluctuate and if their connection times are unexpectedly short,the charging schedule will not be implemented exactly as planned, andthis will result in EVs that are not fully charged. Even if arrivaltimes and departure times of EVs can be completely ensured, if theconnection times are too short, since the degree of freedom with respectto shifting charging times is low, charging demands that occur in EVswould not be almost effectively used to stabilize the electric powergrid and thereby they would be expected to simply become temporal peaknoise of electric power demands or could concentrate to a time zone inwhich charge connection times are long (for example, nighttime).

As a second problem, in a transitional period of popularization of EVsor if EV use times are irregularly patterned, since few or no EVs areconnected to chargers (electric power grid), a time zone in whichcharging control can hardly be performed, namely, power demands thatserve as an electric power adjustment capability are not supplied to theelectric power supply (electric company) side, (this time zone isreferred to as a dead time) could occur. In addition, before and afterthe dead time, since the number of EVs connected to the chargers(electric power grid) is small, it is likely that the load (rapidcharging, imperfect charging, and so forth) concentrates on particularEVs.

FIG. 1 a exemplifies a dead time that occurs in an ordinary multiple EVlinked charging system and shows charger connection states that aregenerated at random for 50 EVs that are used for commuting for threedays (one holiday and two weekdays). FIG. 1 b exemplifies dead timesthat occur in an ordinary multiple EV linked charging system and showsthat charging scheduling is performed such that charging demands of allEVs that arrived are adjusted in chronological order in the time zone inwhich the EVs stopped.

As shown in FIG. 1 a, when EVs are not connected to chargers, they arerunning, namely they are consuming electric power. In FIG. 1 a, theamounts of stored electricity of individual EVs at the beginning of thefirst day were randomly generated.

As shown in FIG. 1 b, in a time zone in which EVs are running, namelythey are not connected to chargers, dead times in which electric power(charging) demands cannot be controlled occur.

In the configuration described in Patent Literature 2, since astationery rechargeable battery is connected in series between theelectric power grid and the EV side, electric power supplied from theelectric power grid is temporarily stored in the stationary rechargeablebattery, and all EVs are charged with electricity through the stationaryrechargeable battery, it would be necessary to provide a large capacityrechargeable battery that satisfies charging demands of nearly all theEVs although it would not be necessary to increase the rated capacity ofan electric power system that is superior to the stationary rechargeablebattery. Thus, it could be expected that both the initial cost andoperation cost would remarkably increase.

Since charging demands that EVs create have the potential to preventelectric power demands from being forcibly created so as to stabilizethe electric power grid, namely to prevent energy resources from beingwasted and thereby to effectively use the saved energy for others. Thus,the charging demands of EVs could be considered to be a kind of “energyresources.” In this context, latent electric power demands for theelectric power grid that can chronologically shift demands to someextent are defined as electric power charging demand potentials.

SUMMARY OF THE INVENTION

The present invention has been made in view of the problems involved inthe foregoing techniques and its object is to provide a charging controlsystem and a charging control method that allow electric power demandsto vary with respect to alleviation of load and risk imposed on EVs'owners and to improving the quality of system stabilization service.

To accomplish the foregoing object, the present invention is a chargingcontrol system that controls charging for a vehicle that runs onelectricity, comprising:

at least one stationary rechargeable means;

charging means that charges said vehicle or said stationary rechargeablemeans with electricity;

detection means that detects states of charge of said vehicle and saidstationary rechargeable means;

charging scheduling means that performs scheduling in which saidcharging means charges said vehicle based on an electric power demandthat cause said charging means to charge said vehicle with electricity;and

charging control means that controls said charging such that when saidcharging of said vehicle satisfies a predetermined condition, saidvehicle is charged with electricity from said stationary rechargeablemeans and when the charging of said vehicle does not satisfy thepredetermined condition, said vehicle is charged with electricity bysaid charging means and said stationary rechargeable means is chargedwith electricity by said charging means based on the state of storedelectricity of said stationary rechargeable means detected by saiddetection means,

wherein said charging scheduling means performs charging scheduling forsaid charging means that charges said vehicle and said stationaryrechargeable means with electricity also based on an electric powerdemand created under the control of said charging control means.

In addition, the present invention is a charging control method for acharging control system, including: at least one stationary rechargeablemeans; and charging means that charges a vehicle that runs onelectricity, comprising:

a charging control step that controls charging such that when saidcharging of said vehicle satisfies a predetermined condition, saidvehicle is charged with electricity from said stationary rechargeablemeans and when the charging of said vehicle does not satisfy thepredetermined condition, said vehicle is charged with electricity bysaid charging means and said stationary rechargeable means is chargedwith electricity by said charging means based on the state of storedelectricity of said stationary rechargeable means; and

a charging scheduling step that performs charging scheduling for saidcharging means that charges said vehicle with electricity also based onan electric power demand created by said charging means that chargessaid vehicle with electricity, said electric power demand includingelectric power demand created by charging performed under the control ofsaid charging control step.

Since the present invention is configured as described above, it allowselectric power demands to vary with respect to the alleviation of loadand risk imposed on EVs' owners and to improving of the quality ofsystem stabilization service.

BRIEF DESCRIPTION OF THE DRAWING

FIG. 1 a exemplifies a dead time that occurs in an ordinary multiple EVlinked charging system and shows charger connection states that aregenerated at random for 50 EVs that are used for commuting for threedays (one holiday and two weekdays).

FIG. 1 b exemplifies dead times that occur in an ordinary multiple EVlinked charging system and shows that charging scheduling is performedsuch that charging demands of all EVs that arrived are adjusted inchronological order in the time zone in which the EVs stopped.

FIG. 2 a is a schematic diagram showing an overall configurationexemplifying a charging environment for electric vehicles that implementa charging control system according to the present invention.

FIG. 2 b is a schematic diagram showing a configuration of electricpower aggregators shown in FIG. 2 a.

FIG. 3 is a schematic diagram describing that electric power chargingdemand potential is transferred in the charging environment for electricvehicles shown in FIG. 2 a and FIG. 2 b.

FIG. 4 is a flow chart describing a specific example of a chargingcontrol method for the charging control system shown in FIG. 2 a andFIG. 2 b.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Next, with reference to the accompanying drawings, embodiments of thepresent invention will be described.

FIG. 2 a is a schematic diagram showing an overall configurationexemplifying a charging environment for electric vehicles that implementa charging control system according to the present invention. FIG. 2 bis a schematic diagram showing a configuration of electric poweraggregators 3 a to 3 c shown in FIG. 2 a.

In this example, as shown in FIG. 2 a, electric power aggregators 3 a, 3b, and 3 c are located at small community 7, parking lot 8, and rapidcharging stand 9, respectively, such that electric vehicles EV 5 a to 5l are charged with electricity at small community 7, parking lot 8, andrapid charging stand 9. Electric power aggregators 3 a, 3 b, and 3 c areconnected to electrical substation 2 through electric power grid andinformation communication grid 1 that serves as charging means andelectric power control server 2 a is located in electrical substation 2.On the other hand, HEMSs (Home Energy Management Systems) 4 a to 4 d arelocated in small community 7 and also large capacity energy storage 6 isconnected to electric power grid and information communication grid 1.Stationary energy storages 6 a to 6 i that serve as means thattemporarily stores electric power charging demand potentials aredistributively located in HEMSs 4 a to 4 d, electric power aggregators 3a, 3 b, and 3 c, large capacity energy storage 6, and electricalsubstation 2. Stationary energy storages 6 a to 6 i are for examplerechargeable batteries located in individual users' houses, rechargeablebatteries built in or located in electric power aggregators 3 a, 3 b,and 3 c provided in the small community, parking lot, and rapid chargingstand, a large capacity rechargeable battery (NaS battery or the like)located immediately downstream of electrical substation 2 and electricpower grid and information communication grid 1.

As shown in FIG. 2 b, electric power aggregators 3 a, 3 b, and 3 c eachare provided with stored electricity amount detection section 11,connection detection section 12, connection end time acquisition section13, chargeable time calculation section 14, charging scheduling section15, electric power demand request acquisition section 16, and chargingcontrol section 17. These constituent sections would be implemented byprograms that are executed in electric power aggregators 3 a, 3 b, and 3c. Alternatively, they can be located in HEMSs 4 a to 4 d or the like.

In the charging control system that has the foregoing configuration, ifthe charging time for an EV from electric power grid and informationcommunication grid 1 cannot be predicted or if it is predicted that anEV cannot be charged with electricity for a predetermined time orlonger, not only will the EV be connected to electric power grid andinformation communication grid 1, but it will also be charged withelectricity from stationary energy storage 6 a, 6 i under the control ofcharging control section 17 such that electric power charging demandpotential that occurs are the EV is transferred to stationary energystorage 6 a to 6 i. Thus, the electric power charging demand potentialis changed to an electric power charging demand potential that can benearly freely chronologically shifted and charging scheduling section 15can perform charging scheduling and charging control not only forordinary EVs that can be connected to electric power grid andinformation communication grid 1 for a particular time, but also forstationary energy storages 6 a to 6 i.

If it is predicted that, since the number of EVs connected to electricpower grid and information communication grid 1 is a predeterminednumber and is very small, a time zone in which charging control cannotbe performed(dead time), will occur, EVs are charged with electricityfrom stationary energy storages 6 a to 6 i and electric power chargingdemand potentials that occur in the EVs are transferred to stationaryenergy storages 6 a to 6 i in a time zone in which the number of EVsconnected to electric power grid and information communication grid 1 islarge, and thus charging control can be sufficiently performed, namelyelectric power demand control can be performed and stationary energystorages 6 a to 6 i are charged with electricity in the dead time, andnamely electric power demands are created under the control of chargingcontrol section 17.

In electric power grid and information communication grid 1, electricpower aggregators 3 a, 3 b, and 3 c are expected to be hub type devicesthat bind a plurality of power wires and information wires and aredefined to include devices that have the functions of a transformer,scheduler, or buffer.

Next, a charging control method for the charging control system havingthe foregoing configuration will be described.

FIG. 3 is a schematic diagram describing that an electric power chargingdemand potential is transferred in the charging environment for electricvehicles shown in FIG. 2 a and FIG. 2 b.

As shown in FIG. 3, after EV 105 run, since it consumed electric power(discharged electricity) and the amount of stored electricity decreases,it needs to be charged with electricity. Thus, this means that EV 105has electric power charging demand potential 300.

If the charging time for an EV by electric power grid and informationcommunication grid 101 cannot be predicted or if it is predicted to beshort, when the EV is connected to electric power grid and informationcommunication grid 101, stored electric energy 200 is immediatelytransferred from stationary energy storage 106 to EV's internalrechargeable battery 100, namely, the EV is charged with electricity,under the control of charging control section 17. This means thatelectric power charging demand potential 300 is transferred tostationary energy storage 106. Once electric power charging demandpotential 300 is transferred to stationary energy storage 106 that isconnected to electric power grid and information communication grid 101for 24 hours a day, the EV can be charged with electricity anytime,namely an electric power demand can be created. Thus, even if thedeparture time of the EV is uncertain or very soon, charging schedulingsection 15 can effectively use electric power charging demand potential300 that occurs in the EV so as to perform scheduling and therebystabilize the electric power grid. In addition, since it is almostunlikely that the internal rechargeable battery of the EV has not beenfully charged when it departs, the load and risk imposed on the EV'sowner would be alleviated.

If few or no EVs are connected to electric power grid and informationcommunication grid 101 and thereby if it is predicted that a time zonein which charging control cannot be performed (dead time) occurs, theEV's internal rechargeable battery 100 will be charged with electricityfrom stationary energy storage 106 that has been fully charged in a timezone in which the number of EVs connected to electric power grid andinformation communication grid 101 is large and thereby charging controlcan be sufficiently performed, namely electric power demand control canbe performed, under the control of charging control section 17 such thatelectric power charging demand potential 300 that occurs in the EV istemporarily transferred to stationary energy storage 106 and stationaryenergy storage 106 is charged with electricity in the dead time, namelyan electric power demand is created. Thus, dead times in which electricpower demands that charging scheduling section 15 use to performcharging scheduling cannot be controlled could be eliminated. As aresult, before and after a dead time in which the number of EVsconnected to electric power grid and information communication grid 101is small, since the load can be prevented from concentrating to aparticular EV, the EV's owner can receive the benefits.

Next, a charging control method for the foregoing charging controlsystem will be specifically described.

FIG. 4 is a flow chart describing a specific example of the chargingcontrol method for the charging control system shown in FIG. 2 a andFIG. 2 b.

First, past achievement data (both weekdays and holidays) with respectto connection times, amounts of stored electricity, and so-forth forindividual electric vehicles EV 5 a to 5 l connected to electric powergrid and information communication grid 1 are acquired (at step 1).Thereafter, charging demands at individual times (both weekdays andholidays for several days after the next day) are predicted based on thepast achievement data and then the average values (predicted values) ofarrival times (charger connection times) and departure times (chargerdisconnection times) of EVs 5 a to 5 l are calculated (at step 2).

Along with these calculations, electric power demand request acquisitionsection 16 acquires time variation data (including electric power pricesand so forth) of electric power demands targeted for charging demandcontrol (at step 3).

If connection detection section 12_detects that EVs 5 a to 5 l isconnected to electric power grid and information communication grid 1(at step 4), stored electricity amount detection section 11 will detectthe state of stored electricity of EVs 5 a to 5 l and acquireinformation with respect to the current amounts of stored electricity,necessary amounts of stored electricity, and so forth for individual EVs5 a to 5 l (at step 5).

Connection end time acquisition section 13 acquires scheduled(predicted) departure times and then chargeable time calculation section14 calculates chargeable times that are continuous connection assurancetimes for electric power grid and information communication grid 1taking into account their margins (at step 6). The scheduled departuretimes may be acquired from the EV's owner side.

If it is likely that the calculated chargeable time that exceeds apredetermined time cannot be ensured, namely that the EV will depart ina very short time and that the EV cannot be charged with electricityfrom electric power grid and information communication grid 1 for thepredetermined time or longer (at step 7), charging control section 17will cause the EV to be immediately charged with electricity from astationary energy storage ES (ID #1) that has been fully charged andelectric power charging demand potential that occurs in the EV to betransferred to the stationary energy storage ES (ID #1) (at step 8).Stored electricity amount detection section 11 detects whether or notthe stationary energy storage ES (ID #1) has been fully charged withelectricity.

If the EV has not been fully charged with electricity (at step 9), itwill be charged with electricity from another stationary energy storageES (ID #2) and the EV will be continuously charged with electricity fromstationary energy storages ESs until the EV is fully charged withelectricity, namely the electric power charging demand potential thatoccurs in the EV has been transferred. Stationary energy storages ESsthat have not been fully charged with electricity are charged based onthe amounts of stored electricity of the stationary energy storages ESsdetected by stored electricity amount detection section 11 under thecontrol of charging control section 17.

After the degree of freedom with respect to time shift of the electricpower charging demand potential is sufficiently increased, chargingscheduling section 15 performs charging scheduling not only for an EVgroup ensured that their connection times to electric power grid andinformation communication grid 1 are sufficiently long, but also for astationary energy storage ES to which the electric power charging demandpotential has been transferred based on the electric power demands (atstep 10). The charging scheduling can be performed based on any knownalgorithm.

The processes at steps 8 and 9 are not performed for the EV groupensured that the connection times to electric power grid and informationcommunication grid 1 are sufficiently long.

Last, charging speeds of EVs and charging and discharging speeds ofstationary energy storages ESs acquired by the foregoing scheduling aretransferred as parameters that vary time after time to the charging anddischarging controllers provided in EV chargers and stationary energystorages ESs and thereby electric power demands are controlled(electricity is charged and discharged). The total electric power demandviewed from the electric power grid side at each time is the sum ofcharging demands of these EVs and stationary energy storages ESs.

As another mode, if few or no EVs are connected to electric power gridand information communication grid 1 and thereby if it is predicted thata time zone in which electric power demands cannot be controlled (deadtime) occurs based on the past achievement data and so forth, it ispreferable to add a process that causes the EV to be charged withelectricity from a stationary energy storage ES that has been fullycharged with electricity and it is preferable that an electric powercharging demand potential that occurs in the EV to be temporarilytransferred to the stationary energy storage ES (ID #1) in a time zonein which many EVs are connected to electric power grid and informationcommunication grid 1 and charging control can be sufficiently performed,namely electric power demands can be controlled to the flow of chargingcontrol section 17. Thus, an ES to which an electric power chargingdemand potential has been transferred can be treated as an EV that has achargeable remaining time of 24 hours and thereby an electric powerdemand can be created any time for 24 hours. As a result, a controllableelectric power demand can be created in a dead time in which electricpower demand cannot be controlled, namely dead time can be eliminated.

According to the present invention, a multiple EV linked charging systemand a charging control method that have the following two features andthat allow any electric power demand to vary can be provided.

As a first feature, even if connection times during which EVs that areparked in the daytime at temporary parking lots are connected tochargers or to the electric power grid largely vary and thereby theconnection times cannot be predicted or connection times are very short,charging demand potentials that occur in the EVs are not wasted, but areeffectively used to stabilize the electric power grid anytime for 24hours. Thus, the quality of the electric power grid stabilizationservice can be improved. In addition, the likelihood in which EVs havenot been fully charged with electricity when they depart can beeliminated and thereby the load and risk imposed on EVs' owners could bealleviated.

As a second feature, in a transitional period of popularization of EVsor even if EV use times are irregularly patterned, occurrence of a timezone in which electric power demands cannot be scarcely controlled,namely electric power demands cannot be provided as electric poweradjustment capability to the electric power supply (electric powercompany) side (dead time) can be suppressed. Thus, the quality of theelectric power grid stabilization service can be improved. As a result,the likelihood in which the load (rapid charging, imperfect charging,and so forth) concentrates on a particular EV can be eliminated.

Assuming that an EV is a simple electric power demanding device, since astationary rechargeable battery is located in parallel with thedemanding device in an electric power grid downstream of a power plantand an electrical substation, it becomes similar to the configuration ofa system that is provided with only a large capacity stationaryrechargeable battery (NaS or the like) in order to stabilize theelectric power grid. However, since the stationary rechargeable batteryis used so as to support the multiple EV linked charging system thatabsorbs some variations rather to absorb all variations of electricpower generations and demands, the capacity of the stationaryrechargeable battery is very small compared to such a system. In anestimation based on a decrease of electric power demands acquired fromthe simulation result based on the occurrence of a dead time in whichelectric power demands cannot be controlled as exemplified in FIG. 4 b,it can be estimated that the capacity of the stationary rechargeablebatteries is around 5% of the total capacity of internal rechargeablebatteries of all EVs. If the electric power grid were tried to bestabilized only with stationary rechargeable batteries rather than withthe multiple EV linked charging system, stationary rechargeablebatteries for the total capacity of internal rechargeable batteries ofall the EVs would be located. Instead, according to the presentinvention, the capacity of the stationary rechargeable batteries becomesaround 1/20 of that of the system that does not use the multiple EVlinked charging system.

Stationary energy storages 6 a to 6 i according to this embodiment arethe same as EVs 5 a to 5 l except that stationary energy storages 6 a to6 i are stationary, namely they are connected to the electric power gridand information communication grid for 24 hours a day and also EVs 5 ato 5 l are charged with electricity not through stationary energystorages 6 a to 6 i. In other words, stationary energy storages 6 a to 6i according to this embodiment are used to increase or decrease thenumber of EVs from standpoint of the electric power grid side in virtualand real time. Thus, unlike the techniques of the related art, it is notnecessary to provide a large capacity stationary dischargeable battery,but only stationary dischargeable batteries having a capacity of several% to 10% of that of all EVs. In addition, since the stationaryrechargeable batteries are charged or discharged as needed,deterioration of the rechargeable batteries will be remarkably delayed.As a result, cost can be generally reduced.

With reference to the embodiments, the present invention was described.However, it should be understood by those skilled in the art that thestructure and details of the present invention may be changed in variousmanners without departing from the scope of the present invention.

The present application claims priority based on Japanese PatentApplication JP 2011-190656 filed on Sep. 1, 2011, the entire contents ofwhich are incorporated herein by reference in its entirety.

What is claimed is:
 1. A charging control system that controls chargingfor a vehicle that runs on electricity, comprising: at least onerechargeable means; charging means that charges said vehicle or saidrechargeable means with electricity; and charging control means thatcontrols charging such that when a charging time for said vehicle bysaid charging means is a predetermined time or shorter than thepredetermined time, said vehicle is charged with electricity from saidrechargeable means.
 2. The charging control system according to claim 1,wherein said charging control means controls charging such that when thecharging for said vehicle by said charging means is longer than thepredetermined time, said rechargeable means is charged with electricityby said charging means based on a state of stored electricity of saidrechargeable means.
 3. The charging control system according to claim 1,further comprising: charging scheduling means that performs schedulingin which said charging means charges said vehicle based on an electricpower demand that causes said charging means to charge said vehicle withelectricity.
 4. A charging control system that controls charging for avehicle that runs on electricity, comprising: at least one rechargeablemeans; charging means that charges said vehicle or said rechargeablemeans with electricity; charging scheduling means that performsscheduling in which said charging means charges said vehicle based on anelectric power demand that causes said charging means to charge saidvehicle with electricity; and charging control means that controlscharging such that when a charging time for said vehicle cannot bepredicted, said vehicle is charged with electricity from saidrechargeable means.
 5. A charging control method for a charging controlsystem, including: at least one rechargeable means; and charging meansthat charges a vehicle that runs on electricity, said method comprising:controlling charging such that when a charging time for said vehicle bysaid charging means is a predetermined time or shorter than thepredetermined time, said vehicle is charged with electricity from saidrechargeable means.